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842  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


IV o.  903.* 

THE  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS 
EXHIBITION  OF  1900. 


BY  STORM  BULL,  MADISON,  WIS. 

(Member  of  the  Society.) 

1.  Having-  been  a member  of  the  international  jury  of  awards  at 
the  last  exhibition  at  Paris,  and  having  spent,  as  such,  some  two 
months  and  a half  there  last  summer,  it  was  thought  by  an  officer 
of  our  Society  that  I could  furnish  a review  of  the  transportation 
exhibits  for  its  Transactions , notwithstanding  the  fact  that  I was 
not  a judge  in  the  line  of  railway  exhibits,  nor  can  lay  claim  to  a 
special  competency  in  that  line.  I desire  also  to  state  at  this  place, 
that  if  I had  known  during  my  stay  at  Paris  that  I should  be  called 
upon  to  write  a paper  upon  this  subject,  I should  have  taken  pains 
to  collect  material  for  it  over  there,  especially  in  the  line  of  illustra- 
tions. As  it  is,  I have  to  be  satisfied  with  the  illustrations  which  I 
have  been  able  to  gather  from  various  sources. 

I desire  also  to  state  that  I have  limited  my  paper  to  locomotives, 
and,  therefore,  do  not  include  such  subjects  as  cars,  automobiles, 
and  bicycles,  which  all  properly  belong  to  the  transportation  ex- 
hibits. Each  of  these  subjects  should  be  treated  in  a separate  paper, 
and  there  is  no  question  that,  especially  with  respect  to  automobiles, 
the  last  exhibition  at  Paris  contained  such  a vast  amount  of  interest- 
ing material  that  it  is  a pity  that  the  Transactions  of  the  Society 
should  not  contain  a review  of  the  status  of  this  new  line  in  the 
methods  of  transportation  at  the  close  of  the  nineteenth  century. 

2.  The  railway  exhibits  were  nearly  all  installed  at  the  annex  of 
the  exhibition  at  Vincennes.  A number  of  the  large  railway  com- 
panies in  Europe,  and  especially  of  France,  had  exhibits  at  the  main 
building  of  the  Champ  de  Mars,  but  these  consisted  principally  of 
photographs,  drawings,  and  statistical  documents.  The  only  loco- 


* Presented  at  the  Milwaukee  meeting  (May,  1901)  of  the  American  Society  of 
Mechanical  Engineers,  and  forming  part  of  Volume  XXII.  of  the  Transactions 


'blip 

L 

LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  843 

motive  outside  of  Vincennes  was  one  exhibited  by  Schneider  & Cie., 
of  Creuzot,  France,  at  their  large  pavilion  on  the  bank  of  the  Seine 
near  the  Champ  de  Mars. 

A special  building  had  been  erected  at  Vincennes  to  house  the 
locomotives  and  cars  exhibited.  It  consisted  of  ten  sheds  built  next 
to  each  other  and  containing  each  two  tracks,  the  total  length  of 
tracks  being  about  11,000  feet.  The  building  was  very  light  and 
airy,  the  only  objection  to  it  being  that  in  stormy  weather  rain  would 
occasionally  find  its  way  through  the  skylights,  to  the  great  detri- 
ment of  the  polished  machinery.  The  space  had  been  distributed 
among  the  various  nations  after  a protracted  fight,  and  I am  sorry 
that  I have  to  state  that  the  United  States  had  made  a poorer  use  of 
the  allotted  space  than  any  other  nation,  probably  because  of  the 
failure  of  parties  who  had  promised  to  exhibit.  Compared  with  the 
immense  importance  played  by  the  railway  companies  and  by  the 
manufacturing  interests  in  this  line  in  the  United  States,  our  part 
in  the  transportation  exhibits  was  lamentably  small.  This  is  greatly 
to  be  regretted,  as  without  question  there  are  few  lines  in  which, 
according  to  universal  opinion,  we  show  such  superiority  over  Euro- 
pean nations.  It  is  also  a fact  that  one  of  the  branches  of  the  exhi- 
bition at  Chicago  in  1893  which  impressed  the  foreign  visitors  most 
vividly  was  our  transportation  exhibits,  and  this  was  also  very  ap- 
parent from  the  exhibits  of  several  continental  nations  at  Vin- 
cennes. One  could  not  help  noticing  that  American  ideas  had  been 
made  use  of  in  a great  many  ways,  and  from  conversation  with 
interested  parties  it  was  soon  learned  that  the  Chicago  Exhibition 
was  responsible  for  a large  share  of  the  changes  noticed. 

I think  it  was  a very  common  opinion  of  European  visitors  to 
the  Paris  Exhibition  that  it  was  not  very  striking  in  the  line  of  trans- 
portation exhibits,  and  this  again  is  explained  by  the  same  fact  that 
they  compared  the  transportation  exhibits  from  the  United  States 
at  Paris  with  those  at  Chicago,  where  the  European  visitors  had  re- 
ceived such  a strong  impression  of  the  superiority  of  our  railway 
appliances  in  general.  But,  on  the  other  hand,  if  the  exhibition 
was  not  very  striking,  it  was  both  very  large  and  fine.  That  it 
was  large  will  be  realized  at  once  from  the  fact  that  it  contained  66 
different  locomotives  and  165  cars  of  various  kinds.  The  space  al- 
lotted— especially  to  France  and  Germany — was  very  crowded,  and 
I was  informed  that  both  countries  had  to  refuse  interesting  exhibits 
because  of  lack  of  space,  which  might  easily  have  been  supplied 
by  both  the  United  States  and  Russia,  the  two  nations  which,  it 


844  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 

was  very  apparent,  on  all  occasions  received  the  highest  favors  from 
the  French — both  officially  and  unofficially. 

3.  Before  passing  on  to  the  subject  of  this  paper,  it  is,  perhaps, 
proper  first  to  state  that  it  was  very  unfortunate  that  it  was  found 
necessary  to  locate  the  transportation  exhibits  at  Vincennes — some 
seven  miles  from  the  main  part  of  the  exhibition.  From  the  statis- 
tics of  the  entries  to  the  exhibition  it  is  plain  to  see  that  not  one- 
tenth  of  the  whole  number  of  visitors  ever  came  to  Vincennes,  the 
reason  being  principally  that  the  distance  was  so  great  that  it  took 
about  an  hour  and  a half  to  go  from  Champ  de  Mars  to  Vincennes; 
and  then  if  a visitor  managed  to  get  to  the  park  of  Vincennes, 
it  was  even  then  quite  difficult  to  find  the  various  exhibits  located 
there,  the  part  of  the  park  set  apart  for  exhibition  purposes  being 
very  large,  and  with  its  winding  paths  giving  one  the  impression 
of  a labyrinth,  in  which  it  was  quite  difficult  to  go  from  one  build- 
ing to  the  next.  It  is  not  to  be  wondered  at,  therefore,  that  all 
exhibitors  who  had  to  place  their  exhibits  at  Vincennes  complained 
bitterly,  and  the  only  excuse  for  the  authorities  responsible  for  this 
state  of  affairs  must  be  sought  in  the  fact  that  the  call  for  space 
was  so  much  larger  than  anticipated,  so  that  it  was  impossible  to  find 
room  for  all  at  the  main  exhibition  grounds. 

To  an  American  there  were  certainly  a great  many  new  and  un- 
usual things  to  see  among  the  exhibits  at  Vincennes.  European 
practice,  both  in  locomotive  and  car  building,  is  so  very  different 
from  that  in  the  United  States,  and  as  more  than  nine-tenths  of  the 
exhibits  were  of  European  origin,  the  large  array  of  engines  and 
cars  certainly  presented  an  unusual  appearance.  But  there  were 
also  quite  a few  novelties  in  design,  and  it  is  my  opinion  that  several 
of  these  really  were  decided  improvements  over  the  ordinary  types. 
However,  the  first  strong  impression  an  American  visitor  would  get 
by  viewing  the  European  locomotives  was  that  their  size  had  been 
very  greatly  increased  in  the  last  few  years.  Persons  who  had  been 
familiar  in  the  past  with  European  engines  knew  that  these  had 
always  been  very  much  smaller  than  those  in  the  United  States — 
that  in  fact  they  looked  like  dwarfs  compared  with  the  latter.  But 
at  Vincennes  a large  number  of  those  exhibited  could  very  well 
be  compared  with  our  own  as  to  size  and  capacity.  This  is  espe- 
cially true  with  reference  to  passenger  engines,  the  large  size  of 
these  having  become  a necessity  because  of  the  high  speed  and  great 
weight  of  a number  of  express  trains  now  being  run  in  various  coun- 
tries, especially  in  France,  Great  Britain,  and  Germany.  Even 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  845 


Russia  exhibited  some  very  large  engines,  one  especially  which,  if 
I am  not  mistaken,  was  the  largest  of  the  whole  exhibition,  with  the 
exception  of  the  one  exhibited  by  the  Creuzot  Works  at  the  Champ 
de  Mars. 

Another  feature  which  one  could  not  help  notice  at  once  was  that 
fully  one-half  of  all  the  locomotives  exhibited  were  compound.  It 
is  probably  also  true  that  about  half  of  all  the  engines  built  now  on 
the  continent  of  Europe  are  compounds,  so  that  the  exhibition  gave 
a true  picture  of  this  industry.  In  this  respect  I think  that  they 
are  ahead  of  us,  as,  although  some  railroads  in  this  country  are  get- 
ting quite  a good  many  compounds,  in  the  majority  of  cases  it 
seems  that  an  ultra-conservatism  keeps  us  back.  This  statement 
assumes,  of  course,  that  the  compound  locomotive  is  an  advance  over 
the  single  expansion  one,  and  this  opinion  is  now  backed  by  nearly 
all  competent  authorities  in  Europe,  possibly  outside  of  Great 
Britain.  The  statement  ought,  however,  to  be  qualified  to  this 
extent,  at  any  rate,  that  it  does  not  apply  to  all  kinds  of  service,  but 
certainly  to  all  through  trains.  There  were  compound  engines 
shown  of  every  conceivable  design  and  combination;  with  two, 
three,  and  four  cylinders,  and  these  arranged  like  the  Yauclain, 
or  two  inside  and  the  two  others  outside  the  frame ; or  again,  as  on  a 
Russian  engine,  tandem  fashion  outside  the  frame.  On  the  French 
compounds  the  de  Glehn  system  seemed  almost  universally  in  use. 
In  this  the  high-pressure  cylinders  are  placed  outside  of  the  frame, 
somewhat  behind  the  smoke-box,  whereas  the  low-pressure  cylinders 
are  placed  inside  the  frame  and  directly  below  the  smoke-box,  and 
they  are  coupled  with  a different  pair  of  driving  wheels  from  that 
to  which  the  high-pressure  cylinders  are  coupled.  This  system  was, 
as  is  well  known,  first  adopted  by  the  Northern  Railway  of  France, 
but  has  since  been  introduced  into  all  of  the  French  railway  com- 
panies, including  those  belonging  to  the  state,  and  it  is  the  universal 
opinion  that  these  engines  are  doing  excellent  service.  Engines 
of  this  kind  are  now  pulling  the  fastest  long-distance  train  in  the 
world — the  fast  express  between  Paris  and  Bayonne,  in  southern 
France.  As  a matter  of  fact,  it  may  be  stated  that  nearly  all  the 
fast  trains  in  France  are  at  the  present  time  being  pulled  by  com- 
pound engines.  The  objection  which  has  been  advanced  by  so 
many  in  this  country  against  the  compound  locomotive — that  it 
costs  so  much  to  keep  it  in  repair — has  certainly  been  overcome  by 
the  continental  designs,  as  is  proven  by  the  records  of  these  engines 
during  the  last  few  years. 


846  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 

As  is  well  known,  the  valve  gears  on  nearly  all  continental  engines 
are  placed  outside  the  frame,  at  least  where  the  cylinders  are 
placed  outside  the  frame.  This  was  also  the  case  with  the  en- 
gines exhibited  at  Vincennes.  This  peculiarity  is,  presumably,  due 
to  the  fact  that  continental  designers  almost  always  use  the  Wal- 
schaert  valve  motion,  for  which  it  is  almost  necessary  to  be  next 
to  the  crosshead.  This  universal  use  of  this  valve  motion  is  rather 
striking  in  view  of  the  fact  that  it  has,  to  a great  extent,  replaced 
the  Stephenson  motion,  although  this  never  was  in  such  a universal 
use  as  it  is  here  in  the  United  States.  There  is  no  doubt  that  the 
placing  of  all  these  levers  and  links  which  are  necessary  for  the 
Walschaert  motion  outside  of  the  frame  and  drivers  makes  them 
very  liable  to  injury  when  the  smallest  accident  occurs.  On  the 
other  hand,  the  designers  insist  that  they  can  get  better  results 
as  to  steam  distribution  with  it  than  with  the  Stephenson  motion, 
and  all  these  polished  levers,  cranks,  and  links  in  plain  sight  cer- 
tainly look  very  pretty.  The  contrast  to  this  arrangement  is,  as  is 
well  known,  found  in  the  English  locomotives,  where  everything 
is  concealed  bdhind  the  frames.  Some  engines  of  this  type 
were  also  exhibited  by  other  countries — notably  from  Switzerland 
— but  taking  it  altogether  it  seems  that  this  is  destined  to  remain 
the  peculiarly  English  type.  It  might,  perhaps,  be  appropriate  to 
state  at  this  place  that  the  English  exhibit  in  this  line  was  rather 
better  than  in  almost  all  other  directions,  the  exhibit  of  England 
being  in  general,  as  is  well  known,  very  poor,  so  that  even  its  rail- 
way exhibit  did  not  come  up  to  what  one  had  the  right  to  expect 
from  a country  like  England,  - which  in  times  past  has  supplied  so 
many  countries  of  the  globe  with  locomotives  and  cars.  England 
exhibited  only  five  engines,  all  of  which,  however,  were  very  fine- 
looking  specimens,  and  of  which  only  one  was  a compound  of  the 
Webb  type.  In  this  respect  it  seems  that  England  is  very  conserva- 
tive as  compared  wit^L  continental  nations.  It  could  not  help  being 
noticed  that  even  England  exhibited  only  one  single-coupled  en- 
gine, whereas  only  a few  years  ago  nearly  all  their  engines  for  fast 
passenger  service  were  of  this  type,  just  as  in  France  this  type 
seems  to  have  been  abandoned  in  favor  of  the  four-coupled  engine. 
If  I remember  correctly,  there  was  but  that  one  engine  with  one 
driving  axle  exhibited,  so  that  it  is  very  plain  that  in  this  respect 
our  practice  of  having  four-coupled  driving  wheels  for  our  passenger 
engines  has  won  over  the  whole  line.  It  ought,  perhaps,  to  be  stated 
that  the  sudden  and  rapid  introduction  of  this  type  into  E ranee  is,  to 


LOCOMOTIVE  EXHIBITS  AT  THE  TARIS  EXHIBITION  OF  1900.  847 


a great  extent,  due  to  the  fact  that  the  de  Glehn  compound  has  be- 
come the  standard  for  all  heavy  and  fast  passenger  service  in  that 
country,  and  for  this  type  of  compound  engines  two  driving  axles 
are,  as  is  well  known,  a necessity. 

Nearly  all  the  engines  exhibited  presented  a very  tasty  appear- 
ance. Presumably,  most  of  them  had  been  built  and  finished  spe- 
cially for  the  exhibition,  and  this. may,  to  a certain  degree,  account 
for  the  uniformly  high  finish  of  nearly  all  engines  shown.  However, 
there  was  a good  deal  of  difference  also  in  this  respect  between  the 
various  exhibits,  and  it  is  the  writer’s  opinion  that  in  the  line  of 
locomotives,  perhaps  as  much  as  in  the  line  of  steam  engines,  the 
finish  of  the  Swiss  locomotives,  those  shown  by  the  Winterthur 
Locomotiven  Eabrik  had  the  most  beautiful  finish  of  any  shown  at 
the  exhibition.  The  writer  has  heard  people  speak  with  a kind  of 
contempt  of  this  “ watch  finish,”  as  they  call  it,  and  he  has  also  seen 
the  same  in  print.  But,  nevertheless,  he  cannot  help  but  admire 
it.  As  he  has  stated  in  another  paper,  such  finish  does  not  make 
the  engine  essentially  better,  but  it  looks  better,  and  if  such  finish 
can  help  the  sale  of  an  engine  it  certainly  should  be  put  on.  The 
argument  is  of  course  that  the  engines  shown  at  Vincennes  had  been 
finished  much  better  than  the  ordinary  engines  built.  This  is,  as 
stated  before,  no  doubt  true  to  a certain  extent,  but  the  fact  re- 
mains the  same,  nevertheless,  that  the  best  European  engines  are 
better  finished  than  the  best  from  the  United  States  as  they  are 
both  built  in  ordinary  practice.  Some  people  have  imagined  that 
the  finish  consists  simply  in  leaving  more  of  the  parts  bright  and  not 
painted.  This  is,  at  any  rate,  not  the  opinion  of  the  writer.  A 
certain  number  of  parts  must  of  necessity  be  left  bright,  and  the 
difference  in  finish  will  at  once  be  apparent  from  the  different  de- 
gree of  smoothness  of  the  surfaces.  But,  in  addition,  a difference 
in  finish  will  perhaps  be  even  more  apparent  from  the  degree  of 
smoothness  of  the  painted  surfaces  both  of  the  stationary  and  mov- 
ing parts,  and  anybody  who  at  all  examined  the  locomotive  exhibits 
at  Vincennes  could  not  help  noticing  the  beautiful  smooth  surface 
of  the  painted  parts  of  a good  many  of  the  European  locomotives, 
and,  as  I must  say  to  my  great  regret,  in  contrast  with  those  exhibited 
from  the  United  States,  these  latter  being  in  every  other  respect  fully 
the  equal  of  the  former.  It  would  not,  perhaps,  be  policy  to  men- 
tion these  facts  here,  except  for  the  reason  that  also  in  other  lines 
of  machinery  the  exhibition  showed  that  we  did  not  put  as  much 
work  on  our  machines  for  finish  as  most  of  the  foreigners  do,  and 


848  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  CF  1900. 


as  they  seem  to  demand  over  there,  and  because  of  this  it  seems 
to  the  writer  that  one  of  the  lessons  which  we  should  try  to  learn 
from  the  last  exhibition  is  that,  if  we  desire  to  increase  our  export 
trade  in  machinery  in  general,  we  should  try  to  finish  the  products 
in  several  lines — not  in  all — better  than  we  do  at  present.  The 
writer  has  heard  this  from  disinterested  persons  from  various  na- 
tions at  P aris  last  summer,  and  he  feels  it  his  duty  to  repeat  it  here. 

The  number  of  locomotives  exhibited  was,  as  stated  before,  66, 
the  number  contributed  by  the  various  countries  being  as  follows : 

Prance,  16;  Germany,  14;  Austria,  6;  Belgium,  6;  Switzerland, 
5;  Russia,  5;  Great  Britain,  5;  Hungary,  3;  Italy,  3;  and  the  United 
States,  3.  Of  these  locomotives  there  were  57  for  standard  gauge 
and  9 for  narrow  gauge  of  various  widths.  Of  the  57  locomotives 
for  standard  gauge  there  were  32  for  express  service,  3 for  ordinary 
passenger  service,  11  freight  locomotives,  10  tank  locomotives,  and 
1 for  mountain  service  for  rack  railway.  Of  the  narrow-gauge 
locomotives  7 were  tank  locomotives  and  the  other  2 were  provided 
with  separate  tenders. 

There  were  in  all  34  compound  locomotives,  or  1 more  than  half 
of  the  total  number  exhibited.  Of  these  only  1 was  for  narrow 
gauge,  17  of  the  compounds  had  four  cylinders,  and  14  of  these  again 
were  designed  for  fast  passenger  service,  the  3 others  for  freight 
service.  There  was  1 compound  with  3 cylinders,  this  one  being 
designed  for  ordinary  passenger  service.  There  were  15  compound 
locomotives  with  2 cylinders,  of  which  7 were  to  be  used  for  express 
service,  2 for  ordinary  passenger  service,  5 for  freight  trains,  and 
1 was  a tank  locomotive. 

Twenty-one  of  the  locomotives  had  four-coupled  wheels  and  had, 
besides,  2 other  axles,  18  of  these  21  being  destined  for  express  ser- 
vice. It  will  be  noticed  from  this  that  this  type  of  engine,  which 
as  now  so  very  popular  in  this  country  for  passenger  service,  is  also 
becoming  the  prevailing  type  in  Europe. 

4.  The  principal  dimensions  and  weights  of  the  locomotives 
exhibited  will  be  clearly  seen  from  the  following  table  as  well  as 
from  the  schematic  outline  sketches  of  the  various  engines  ex- 
hibited, both  tables  and  illustrations  being  mostly  taken  from  the 
Zeitschrift  des  Vereins  Dcutscher  Ingenieure  (Figs.  311  to  316).  It 
will  be  very  apparent,  from  an  inspection  of  both  plates  and  illustra- 
tions, that  a great  many  types  were  represented,  but  it  should  be 
stated  at  once  that  as  a whole  the  exhibition  gave  a correct  idea  of 
the  types  of  locomotives  which  are  being  built  at  the  present  day  in 


LIBRARY 
OF  THE 

UNIVERSITY  Of  ILLINOIS 


American  Soci 


Mechanical  Engineers,  Vol.  XXII. 


Storm  Bull. 


-•  Frana-  Siidbahn  Schneider  & Co. 


too^150X^: 

r 5 SOS 


Fig.  311 


UBRWrt 


Transactions  American  Society  or  Mechanical  Engineers,  Vol.  XXII.  Storm  Boll. 


IS.  and  13b.  Soc.  de  Constr.  de  Babgnolles  und  Dyle  & Bacalan  15,  Paris-Orlians-Bahn  Soc.  Fran?,  de  Constr.  m6c.  Id.  Franz.  Ostbahn  Bahnwerkst.  in  Epemay  » 


Fig.  312. 


libu  .Mir 
0F 

tlNIVERSiry  OF  ILLINOIS 


ACTIONS  AMERICA 


Mki  11AMOAL  ENGINEERS,  Vo...  XXII. 


23.  Baldwin-Werke 


22.  Baldwin-Werke 


London  & North  Western  R.  Bahnwe.rkst.  in  Crewe 


V ^ r"so  4 ' K7e  1*53-  +'  1676 - 4 -'35S  - -yr  -733S  •* -2972 4-  - - 2197  - - 4.  - -1329  - ^003  ^ 

(. 5WS 4 ..  ,. e „ A 


Fig.  318. 


—jfcawM 


librae 


\ 


Transactions  American  Society  of  Mechanical  Enoineerb,  Vol.  XXII. 


Storm  Bull, 


34  a.  S.  A.  de  St.  Leonard 


40.  Masch.-Fabrik  d.  Oest.-Ung.  Stftatseisenb.*G. 


35.  S.  A.  des  At.  de  Constr.  de  la  Meuse 


30.  Masch.-Fabrik  d.  Oost.-ITng.  Stnatseisenb.-G. 


Fig.  314. 


LiBiinur 

MlVEmY 0FEILUN0IS 


Transactions  American  Society  op  Mechanical  Engineers,  Vol.  XXII. 


Storm  Boli 


52.  A.  Borsig 


Fig.  811 


LIBRARY 
OF  TOE 

UNIVERSITY  OF  ILLINOIS 


Transactions  American  Society  ok  Mechanical  Engineers,  Vol.  XXII. 


C4.  Soc.  Ifcal.  Ernesto  Breda 


Fig.  SI 6. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  849 


the  various  countries,  and  not  of  the  present  equipment  of  the  various 
railways.  This  was  especially  true  of  France,  Germany,  Austria, 
Hungary,  and  Switzerland,  and  to  a certain  extent  also  of  Russia, 
which  surprised  everybody  with  its  exhibit.  The  design  of  the  loco- 
motives of  this  last-named  country  was  really  original  in  a great 
many  ways,  and  although  it  seemed  to  the  writer  that  somewhat  too 
much  extra  finish  and  bright  paint  had  been  put  on  for  exhibition 
purposes,  the  workmanship  seemed  very  good.  In  passing,  it 
might  also  be  noted  that  Russia  exhibited  the  largest  locomotives 
with  the  exception  of  the  one  shown  by  Creuzot  at  Champ  de  Mars. 
It  was  quite  surprising  that  Russia  should  have  made  such  a good 
showing  in  this  line,  as  it  must  be  remembered  that  the  width  of  the 
gauge  is  different  in  Russia  from  that  in  the  remainder  of  Europe, 
necessitating  special  axles,  and  because  in  several  cases  it  was  found 
necessary  to  take  the  locomotives  to  pieces  on  account  of  the  differ- 
ence in  the  profile  of  the  Russian  railways. 

The  German  exhibition  was,  taken  as  a whole,  perhaps  the  most 
instructive  of  all — 14  locomotives,  all  of  different  design  and  made 
for  different  purposes.  In  this  connection  it  might  be  mentioned 
that  the  nine  German  exhibitors  arranged  among  themselves  be- 
forehand what  each  individual  firm  was  to  exhibit,  and  this  for 
the  purpose  of  showing  as  large  and  as  good  a selection  of  German 
locomotives  in  Paris  as  possible,  in  which  object  they  certainly  were 
very  successful. 

France,  naturally  enough,  showed  the  largest  number  of  locomo- 
tives; but  the  variety  was  not  as  great  as  in  the  case  of  Germany. 
However,  a number  of  very  fine  specimens  were  shown,  and  the 
exhibition  gave  a very  excellent  idea  of  the  new  equipment  of  the 
French  railways. 

The  Belgian  exhibition  was  quite  a disappointment  to  most  visi- 
tors, because  the  6 locomotives  exhibited  were  all,  with  one  excep- 
tion, built  after  English  models,  whereas  the  new  equipment  of  the 
Belgian  railways  in  general  is  quite  different,  this  being  especially 
true  of  the  locomotives  for  heavy  passenger  service,  of  which,  how- 
ever, there  was  only  one  shown.  The  workmanship  was  good,  but, 
as  stated,  there  was  nothing  new  or  original  in  any  of  the  locomo- 
tives shown. 

Great  Britain  exhibited  5 express  locomotives — all  of  them  of  the 
purest  English  type.  Nothing  further  needs  to  be  said  about  these 
except  that  the  finish  on  these  engines  was  altogether  overdone; 
nickel-plated  couplers  and  buffers,  polished  springs  and  bearings, 


850  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


etc.,  etc.,  may  perhaps  impress  the  ignorant  public,  but  to  the  engi- 
neer it  looks  more  or  less  like  a show. 

Switzerland  has  only  one  factory  for  locomotives,  but  this  factory 
exhibited  no  less  than  5 engines,  all  of  different  size  and  type,  and 
showing  both  excellent  design  and  workmanship.  Everybody  who 
saw  these  locomotives  could  not  help  but  admire  the  taste  and  neat- 
ness shown  in  the  decoration  and  finish. 

A number  of  the  locomotives  exhibited  at  Paris  have  been  se- 
lected by  the  writer  for  further  and  more  detailed  illustration. 
Some  of  these  have  been  selected  because  they  represent  the  best 
and  newest  standard  in  European  practice;  others,  again,  because 
they  distinguish  themselves  by  originality  of  design,  going  so  far 
even  in  some  instances  as  to  become  almost  “ freaks.”  In  addition 
to  these,  the  three  Baldwin  engines  shown  at  Paris  are  illustrated, 
although  these  engines  hardly  come  under  either  of  the  above  cate- 
gories. I am  indebted  to  the  Baldwin  Locomotive  Works  for  the 
photographs  from  which  these  illustrations  are  taken;  the  others 
have  been  taken  from  either  the  London 'Engineer  or  Engineering , 
to  whom  the  writer  desires  to  express  his  obligations. 

5.  The  first  locomotive  illustrated  in  detail  is  a four-cylinder 
compound,  made  for  the  Northern  Railway  of  France  by  the  Societe 
Alsacienne  de  Belfort  (Figs.  317  to  321).  It  is  built  on  the  de  Glehn 
system,  M.  de  Glehn  being  the  director  of  the  Societe  Alsacienne. 
As  has  already  been  pointed  out,  this  style  of  engine  has  now  become 
the  standard  for  heavy  and  fast  passenger  trains  on  all  the  seven  rail- 
way companies  of  France.  The  railway  company  really  exhibited 
two  of  these  engines,  one  of  which,  however,  was  not  at  Vincennes, 
but  was  used  for  making  experimental  runs  principally  between 
Paris  and  Calais.  The  performances  of  this  latter  engine  were  truly 
remarkable  and  have  created  a great  deal  of  well-deserved  attention. 
The  country  through  which  the  road  runs  is  not  level;  on  the  con- 
trary, there  are  a number  of  grades,  some  of  them  quite  heavy  and 
very  long.  On  a continuous  grade  of  1 in  125  and  8 miles  long  this 
engine  pulled  a train  weighing  300  tons — exclusive  of  engine  and 
tender — at  a speed  which  never  was  less  than  52.2  miles  per  hour; 
another,  not  quite  so  heavy  grade,  26  miles  in  length,  was  begun 
with  a speed  of  3 miles  per  hour;  the  speed  rapidly  rose  to  40,  50, 
60,  and  62.5  miles  per  hour,  which  latter  speed  was  maintained  for 
the  larger  part  of  the  grade  and  to  the  summit.  Hauling  a train 
weighing  405  tons,  this  engine  made  81J  miles  in  794  minutes;  and 
with  340  tons  behind  the  tender  the  time  was  73  minutes,  and  with 


Transactions  American  Society  of  Mechanicat,  Engineers,  Vol.  XXII, 


Storm  Bci.l 


iA; 4__ 

- _ EiiijuiUejiienl*  fatale.  4a  -ivtuHL  •_  <?  "Zsa. 

njufinr.  folate.  dee  Icuujuuw-.  fCeiSl 


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1 3p 

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Si 

rxir 

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Fig.  317. 


Fig.  318. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  851 


Fig.  319. 


w 


852  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


I 


Fig.  320. 


'w" 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  863 


Fig.  321 


854  LOCOMOTIVE  EXHIBITS  AT  THE  PABI3  EXHIBITION  OF  1900. 

253  tons  only  71  minutes.  A distance  of  103  J miles  was  passed 
over  in  96  minutes  with  the  last-named  weight  of  train.  Again,  a 
train  weighing  340  tons  was  pulled  on  the  level  at  a speed  of  72 
miles  per  hour  and  continuously.  Such  performances  as  these,  it 
seems  to  the  writer,  are  truly  remarkable,  and  it  should  also  be 
noticed  that  the  railway  company  is  perfectly  satisfied  with  these 
engines  both  in  regard  to  economy  and  repairs.  The  illustrations 
do  not  need  any  explanations;  there  are  three  cross  sections,  one 
longitudinal,  and  one  horizontal  section. 

6.  A similar  engine,  exhibited  by  the  Eastern  Railway  of 
France,  is  also  illustrated  by  three  cross  sections  and  one  longitudinal 
section,  and  besides  by  an  exterior  view  (Figs.  322  to  326).  As  will 
be  seen,  the  details  differ  somewhat  from  those  in  the  locomotive  ex- 
hibited by  the  Northern  Railway,  and  it  is  for  this  reason  and  be- 
cause of  the  general  excellency  possessed  by  this  class  of  engines,  as 
proven  by  the  record  made,  that  two  such  similar  ones  are  shown.  It 
might,  perhaps,  not  be  out  of  place  to  mention  the  fact  that  one  of 
the  advantages  claimed  by  the  makers  of  the  de  Glehn  four-cylinder 
compounds  is  that  they  start  so  easily,  the  valve  gear  being  arranged 
in  such  a manner  that  live  steam  may  be  sent  to  the  low-pressure 
cylinder  while  at  the  same  time  the  exhaust  from  the  high-pressure 
cylinder  passes  to  the  stack  directly.  It  is  also  evident  that  the 
arrangement  of  having  the  high  and  low  pressure  cylinders  coupled 
to  two  different  driving  axles  will  contribute  to  making  the  engine 
run  easier  if  the  cranks  are  put  at  the  proper  angle  towards  each 
other.  As  compared  with  the  two-cylinder  compound,  or  even  with 
the  four  cylinder  of  the  Vauclain  type,  the  de  Glehn  compound 
necessarily  has  more  parts,  and  therefore  will  cost  somewhat  more 
than  either  of  the  others.  But,  again,  here  the  manufacturers 
claimed  an  advantage  in  the  fact  that  they  do  not  need  to  make  the 
various  parts  as  large  or  heavy  as  when  all  the  power  developed  by 
the  steam  on  one  side  of  the  engine  shall  be  transmitted  through 
one  rod  and  crank  pin,  and  still  leave  them  large  enough  to  prevent 
any  heating  of  the  pins,  which  otherwise,  with  the  now  usual  heavy 
and  fast  passenger  trains,  is  such  a common  occurrence  when  the 
ordinary  engines  are  used.  It  certainly  is  a fact  that  during  the 
extensive  experimental  running  of  the  engine  of  the  Northern  Rail- 
way, and  with  very  heavy  trains,  there  was  no  time  lost  because  of 
hot  pins  or  bearings. 

Before  the  present  type  of  four-cylinder  compounds  was  adopted 
by  the  French  Railways  a number  of  years  were  spent  by  several  of 


LIBRARY 
OF  TliE 

UNIVERSITY  OF  ILLINOIS 


Transactions  American  Society  of  Mechanical  Engineers,  Vol.  XXII. 


Fig.  322. 


^33 


"MOsSy  2?  IUm0h 


Fin.  323. 


t.rom  Ajil  4.190- 


LOCOMOTIVE  EXHIBITS  AT  THE  TARIS  EXHIBITION  CF  1900. 


855 


Fig.  324, 


856  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900, 


Back  View 


Section  at  HP  Driver? 


■HO±- 


Bettvetn  Tyres  1360- 

Fig.  325. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  857 


Section  at  L.P.  Driver 


Section  at  H.P. Valve  Chest. 


Ftg.  326. 


1- 


55 


P$n  to  Boiler  centre  2380 


858  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


the  railways — especially  the  Northern  and  Western — in  determin- 
ing by  careful  and  costly  experiments  which  type  of  engines  was 
best  adapted  for  their  service,  and  it  was  only  on  the  conclusion  of 
this  experimental  work  that  the  rapid  introduction  of  the  de  Grlehn 
locomotive  was  started. 

7.  A three-cylinder  compound  locomotive,  made  by  the 
Schweitzerische  Locomotiven  und  Maschinen  Fabrik  at  Winterthur, 
is  illustrated  by  two  cross  sections,  one  longitudinal  and  one  hori- 
zontal section  (Figs.  827  to  330).  This  locomotive  was  made  for 
the  Jura  Simplon  Railway,  and  is  in  every  way  a very  fine  specimen. 
There  is,  however,  nothing  unusual  to  note  about  this  locomo- 
tive, the  details,  which  are  very  good,  being  plainly  shown  by  the 
illustrations. 

8.  As  another  standard  compound  engine — the  one  made  by 
the  same  firm  for  the  Northeastern  Railway  of  Switzerland  is  il- 
lustrated in  Figs.  331  and  332.  It  has  only  two  cylinders,  and  is  de- 
signed to  carry  heavy  and  fast  passenger  trains  up  very  steep  grades. 
It  should,  however,  be  understood  that  there  are  no  trains  in  Swit- 
zerland which  we  would  call  fast  trains,  whereas,  necessarily,  the 
grades  are  very  heavy.  This  locomotive  also  shows  the  same  careful 
design  as  the  other  locomotives  exhibited  by  the  same  firm,  and,  as 
stated  before,  the  workmanship  could  not  be  any  better. 

The  other  engines  illustrated  all  have  some  original  parts  which 
distinguish  them  from  the?  ordinary  engines  made,  and  among  them 
there  are  several  which  possess  features  which  may  become  of  great 
importance  in  the  future. 

9.  The  first  of  these  locomotives  which  the  writer  deems  of 
sufficient  importance  to  be  illustrated  in  the  Transactions  of  the 
A.  S.  M.  E.  is  one  made  by  Borsig,  of  Berlin.  It  is  shown  in  three 
cross  sections  (Figs.  333  to  335),  illustrating  principally  the  super- 
heater, which  is  the  main  distinguishing  feature  of  this  locomotive, 
and  also  an  exterior  view  which  shows  the  large  smoke-box 
made  necessary  by  the  superheater  which  is  installed  there  (Fig. 
336).  The  first  cross  section  is  one  through  the  smoke-box  and 
superheater  looking  backwards;  the  second  is  a horizontal  section 
through  the  smoke-box  and  superheater  near  the  top,  and  the  third 
figure  is  an  outside  view  of  the  smoke-box,  the  front  having  been 
removed.  The  locomotive  proper  is  of  the  Standard  Prussian  Rail- 
way  type.  The  superheater  is  built  according  to  the  Schmidt 
patent,  and  consists  of  a nest  of  60  tubes  of  1J  inches  outside 
diameter.  These  are  arranged  in  a cylindrically  shaped  chamber 


s 


' 


LIBKArtr 


UNIVERSITY  of  ILLINOIS 


A 

/ 


Transactions  American  Soci 


Engineers,  Vot..  XXII. 


Storm  Beix 


IIETY  OF  MeCIIANTCAI, 


Era.  327. 


^LINOls 


Transactions  American  Society  op  Mechanical  Engineers,  Vol.  XXII. 


Storm  Bull. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  859 


Fig.  329. 


860  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


surrounding  the  smoke-box  proper.  The  flue  gases  used  for  super- 
heating the  steam  come  through  a tube  10  inches  in  diameter,  in- 
stalled in  place  of  a sufficient  number  of  small  tubes  at  the  bot- 
tom of  the  cylindrical  boiler.  The  gases  from  this  tube  pass  up 
and  around  these  tubes  and  from  them  into  the  stack.  The  10- 
inch  tube  serves,  of  course,  to  heat  the  water  in  the  boiler,  but  the 


diameter  being  so  large  the  gases  arrive  at  the  superheater  without 
having  lost  very  much  of  the  heat.  By  means  of  dampers  more 
or  less  of  these  gases  may  be  made  to  pass  through  the  super- 
heater, and  besides  this  regulation  by  hand,  the  amount  of  vacuum 
due  to  the  blast  will  also  influence,  this  flow.  The  greater  the  power 
developed  by  the  locomotive  the  greater  the  vacuum,  and,  neces- 
sarily, also  the  greater  the  amount  of  gases  that  will  come  to  the 
superheater.  It  is  stated  that  this  superheater  is  capable  of  raising 


Mechanic; 


Storm  Bull 


Transactions  American  Society  of 


EERS,  VOL.  XXII. 


3 Metre* 


WFeeJb 


iaoso 


Fig.  331. 


library 

OF  TFiE 

UNIVERSITV  OF  ILLINOIS 


Fig.  332. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  861 


Fig.  333. 


t6SS 


862  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


Fig.  334. 


Fig.  335. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  863 


864  LOCOMOTIVE  EXHIBITS  AT  THE  TARIS  EXHIBITION  OF  19U0. 


the  temperature  of  steam  of  176  lbs.  pressure  to  626  degrees  Fahr., 
which  is  a superheat  of  nearly  250  degrees  Fahr.  Ordinarily  the 
temperature  used  is  only  about  570  degrees  Fahr.  The  tempera- 
ture of  the  gases  is  reduced  about  1,400  degrees  Fahr.  by  being 
passed  through  the  superheater.  The  details  of  the  superheater  will 
be  seen  upon  inspection  of  the  illustrations.  It  is  perhaps  sufficient 
to  state  that  the  steam  enters  the  superheater  through  a header  into 
which  the  60  tubes  are  expanded,  this  header  having  a transverse 
diaphragm,  so  that  the  steam  must  pass  through  30  of  the  tubes 
over  to  the  other  header  into  which  the  other  ends  of  the  tubes  have 
been  expanded,  and  from  this  header  the  steam  flows  back  through 
the  remaining  30  tubes  to  the  first  header,  but  into  a portion  of  it 
separated  from  that  part  of  it  into  which  the  steam  first  enters  by 
the  diaphragm.  The  engine  exhibited  at  Paris  is  the  third  one 
made  for  the  Prussian  State  Railways,  the  first  two  having  been 
made  by  the  Yulcan  Works  of  Stettin.  The  results  obtained  by 
the  first  two  locomotives  provided  with  superheaters  were  very 
satisfactory  it  seems,  and  this  third  one  was  of  course  designed  in 
such  a manner  as  to  overcome  such  small  difficulties  as  had  been 
found  in  the  first  two  experimental  engines.  The  makers  expect 
to  realize  an  increase  in  the  boiler  horse-power  of  about  33  per  cent., 
and  without  material  increase  of  size,  25  per  cent,  saving  in  coal  and 
33  per  cent,  decrease  in  the  consumption  of  water.  The  locomotive 
exhibited  was  an  ordinary  twin  engine,  but  there  is  no  doubt  that 
the  saving  for  a compound  would  be  equally  as  great.  The  only 
question  would  be,  assuming  a great  gain  in  efficiency  of  the  or- 
dinary twin  engine  due  to  the  superheating,  whether  it  would  pay 
to  use  compound  locomotives  with  the  complications  and  disadvan- 
tages connected  with  this  class  of  engines. 

It  is  hardly  necessary  to  state  that  the  engine  in  all  respects  was 
up  to  the  high  standard  maintained  by  the  firm  of  Borsig. 

10.  The  four-cylinder  compound  exhibited  by  Maffei,  of 
Munich,  belongs  to  the  Mallet  type  of  compounds  (Figs.  337  to  340). 
The  peculiarity  of  this  type  consists  in  the  fact  that  the  axles  are  di- 
vided into  two  groups,  each  group  being  coupled  to  two  cylinders.  In 
the  locomotive  exhibited  the  rear  group  was  rigid  with  the  boiler  and 
was  driven  by  the  high-pressure  cylinders,  whereas  the  forward 
group  was  flexible  and  was  driven  by  the  low-pressure  cylinders.  The 
Mallet  system  was  originally  designed  for  narrow-gauge  roads,  and 
later  was  used  for  mountain  roads  with  ordinary  gauge  but  with 
curves  of  small  radii;  but  this  locomotive  had  been  built  fortheBava- 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  865 


337. 


866  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  867 


Fig.  339. 


868  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OP  1900. 


Fig.  040. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  869 


rian  State  Railways,  it  being  the  opinion  of  the  makers  that  this  type 
of  engine  having  proved  so  very  efficient  on  mountain  roads,  there  was 
no  reason  why  it  should  not  be  just  as  efficient  for  ordinary  railways. 
The  locomotive  is  illustrated  by  several  cross  sections,  one  longitu- 
dinal, and  one  horizontal  section.  The  details  of  the  engine  will 
be  very  plainly  seen  from  these  illustrations,  and  the  only  thing 
calling  for  comment  are  the  peculiarities  connected  with  the  sub- 
division of  the  axles  and  wheels  into  two  groups.  Necessarily,  the 
steam  connection  between  the  high  and  low  pressure  cylinders  must 
be  a flexible  one ; this  connection  forms  a receiver  and  is  placed  in 
the  longitudinal  axis  of  the  frame.  At  its  forward  end  it  is  fitted 
with  a corrugated  and  elastic  sleeve  which  accommodates  itself  to  the 
deflections  of  the  track.  The  forward  portion  of  the  boiler  is  sup- 
ported by  a frame  which  is  fixed  to  the  rear  end  of  the  frame  by 
means  of  a vertical  hinge  joint  between  the  two  groups  of  axles. 
The  boiler  is  fixed  rigidly  to  the  rear  frame,  and  in  order  to  pre- 
vent a too  great  mobility  of  the  forward  frame  a pair  of  horizontal 
springs  is  installed  beneath  the  smoke-box,  which  springs  bear 
against  the  support  of  the  smoke-box.  These  details  will  be  seen 
quite  plainly  from  the  illustrations.  It  should  also  be  stated  that 
there  are  now  several  similar  engines  working  very  satisfactorily  on 
the  Bavarian  State  Railways. 

11.  One  of  the  great  curiosities  of  the  Paris  Exhibition  was, 
in  the  opinion  of  the  writer,  the  huge  locomotive  exhibited  by 
Schneider  & Cie.  in  their  pavilion  on  the  Champ  de  Mars.  It  was, 
taking  it  altogether,  the  most  powerful  engine  shown,  as  can  be 
readily  seen  from  the  table  which  contains  the  principal  dimensions, 
weights,  etc.,  of  the  locomotives  shown  (Figs.  841  to  346).  It  was 
built  as  an  experimental  engine,  and  before  the  opening  of  the  expo- 
sition a large  number  of  experimental  runs  were  made.  It  was  de- 
signed to  move  trains  weighing  220  tons  behind  the  tender  at  a speed 
of  120  kilometers,  or  about  7 5 miles,  per  hour  on  the  level.  The  en- 
ergy developed  amounts  to  from  1,800  to  2,000  horse-power,  which 
certainly  is  a very  formidable  amount.  It  has  made  more  than  100 
miles  per  hour,  but  as  such  speeds  are  not  allowed  in  France,  the 
maximum  allowed  on  the  very  best  roadbeds  in  France  being  but 
74.6  miles,  a speed  of  100  miles  has  at  present  no  practical  value 
in  that  country.  A special  permission  was  granted  for  the  particular 
run  when  this  speed  was  reached.  One  of  the  features  of  the  loco- 
motives, and  which  is  not  apparent  to  the  ordinary  onlooker,  is  that 
boiler  plates,  rivets,  tie  bars,  angles,  connecting  roads,  and  cranks  are 


4 2Z0 


870 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


Fig.  341. 


1900 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  871 


Fig.  342, 


872  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


Fig.  343. 


/ 9 JO  m n 85 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  873 


56 


874  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


all  made  of  nickel  steel,  the  large  driving  wheels  of  cast  steel.  The 
breaking  strength  of  the  steel  used  for  the  boiler  plates  is  from 
70,000  to  77,000  pounds  per  square  inch,  and  that  of  the  connecting 
rods  and  cranks  is  from  84,000  to  90,000  pounds  per  square  inch. 
The  illustrations,  especially  the  external  view  of  this  locomotive, 
will  give  some  idea  how  queerly  it  looks.  It  will  at  once  be  noticed 
that  there  are  two  cabs,  one  in  front  for  the  engineer,  and  one  in 
the  rear  for  the  fireman.  The  advantages  to  be  derived  from  hav- 
ing the  engineer  in  front  are  very  apparent — freedom  of  outlook, 
and  this  not  alone  because  the  engine  does  not  obstruct  the  view, 
but  also  because  smoke  and  steam  do  not  surround  the  cab.  The 
engineer  is  also  close  to  the  cylinders  and  valve  gear — the  parts 
in  which  he  is  especially  interested.  That  there  are  disadvan- 
tages in  separating  the  engineer  from  the  fireman  is  very  certain, 
and  they  are  so  apparent  that  they  need  not  be  pointed  out.  It 
will  be  noticed  that  the  front  of  the  cab  has  been  given  such  a shape 
as  to  reduce  the  resistance  of  the  air  as  much  as  possible.  Another 
peculiarity  of  this  locomotive  is  that  it  has  not  less  than  14  wheels, 
of  which  4 are  driving  wheels,  4 are  in  a truck  under  the  smoke-box, 
and  the  other  6 in  a truck  under  the  rear  part  of  the  locomotive. 
This  arrangement  allows,  of  course,  a very  wide  fire-box,  like  that 
on  our  Atlantic  type  engine.  The  boiler  itself  is  of  a very  peculiar 
shape,  presumably  to  gain  heating  surface  without  making  it  too 
wide.  Both  the  grate  and  heating  surface  of  this  locomotive  are 
enormous — respectively  50  and  3,200  square  feet — and  it  can  easily 
be  believed  that  the  boiler  was  ample  to  produce  the  necessary 
amount  of  steam  for  the  high  speeds  obtained  as  well  as  for  the 
1,800  or  2,000  horse-power  developed.  The  diameters  of  the  driv- 
ing wheels  are  98-|  inches — 2-J  inches  more  than  8 feet.  Even  the 
two- wheel  coupled  English  express  engine  had  only  93^-inch  driv- 
ing wheels,  the  Creuzot  engine  having  four  wheels  of  98-J  inches 
diameter.  The  enormous  size  of  this  locomotive  can  also  be  seen 
from  the  length  of  its  wheel  base,  which  was  equal  to  40.4  feet. 

It  is  perhaps  not  likely  that  this  locomotive  will  find  imitators  in 
all  its  details.  But  there  is  so  much  originality  in  its  design  and 
in  the  material  used  that  one  should  not  be  surprised  to  see  some  of 
the  novelties  adopted  in  future  practice.  It  ought  to  be  unneces- 
sary to  state  that  the  workmanship  and  finish  of  this  engine,  as  well 
as  of  the  others  shown  by  Schneider  & Cie.,  were  of  the  very  best. 

12.  A locomotive  shown  by  Krauss  & Co.,  of  Munich  (Fig.  347), 
belongs,  perhaps,  properly  to  the  “ freaks  ” of  the  exhibition.  It  is 


vjhv^ 


Transactions  American  Society  of  Mechanical  Engineers,  Vol.  XXII. 


Storm  Bull. 


-1.250 


-1250 


-1,400 


-1.000 


12.250 


1 

J 

UNIVERsiVufkWN0. 


Transactions  American  Society  op  Mechanical  Engineers,  Vol.  XXII. 


Storm  Boll. 


Fig.  34G. 


***&»?>  s* 


UBRAity 

m 

w “-mis 


Transactions  American 


Society  op  Mechanical 


Engineers, 


Vol.  XXII. 


Storm  Boll. 


Fig.  347. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  875 


the  one  which  was  provided  with  two  auxiliary  cylinders  coupled  to 
two  auxiliary  wheels.  The  engine  was  otherwise  a two-cylinder 
compound  with  four  driving  wheels.  The  auxiliary  cylinders  are,  as 
will  be  seen  from  the  illustrations,  placed  to  the  very  front,  and 
the  auxiliary  wheels  are  placed  between  the  wheels  of  the  front 
truck.  These  auxiliary  wheels  when  not  in  use  are  held  about 
inches  above  the  rail  by  means  of  coiled  springs.  It  is  only  when 
steam  is  admitted  to  the  auxiliary  cylinders  that  at  the  same  time 
steam  is  let  into  two  small  cylinders  with  pistons,  which  latter,  by 
means  of  various  levers,  overcome  the  tension  of  the  springs  and 
press  the  wheels  against  the  rails.  The  object  sought  by  the  manu- 
facturers by  the  introduction  of  these  auxiliary  cylinders  is  to  be 
able  to  transform  a locomotive  with  four  driving  wheels  into  one 
with  six  whenever  desired,  and  without  having  to  meet  the  difficul- 
ties of  design  which  a six-coupled  engine  presents.  According  to 
the  makers,  this  enables  them  to  have  a wider  fire-box  than  if  there 
were  to  be  six  driving  wheels.  But  it  will,  of  course,  be  noticed  at 
once  that  the  auxiliary  driving  wheels  have  a very  small  diameter, 
and  to  this  objection  the  makers  reply  by  stating  that  the  auxiliary 
gear  will  only  be  used  on  heavy  grades  and  at  comparatively  slow 
speeds,  and  for  short  periods  of  time.  This  seems  like  a reasonable 
argument,  as  there  is  no  doubt  that  both  the  maximum  power  and 
wreight  on  driving  wheels  are  required  under  those  circumstances. 
Of  course  it  is  very  questionable,  in  the  opinion  of  the  writer, 
whether  this  additional  complication  is  justified  by  the  results  ob- 
tained. In  fairness  to  the  manufacturers  it  ought  to  be  stated  that 
several  engines  of  similar  construction  have  been  in  use  on  the  Bava- 
rian Railways  for  a couple  of  yearg  and  seem  to  have  given  excel- 
lent satisfaction.  It  certainly  has  been  proven  that  the  auxiliary 
driving  gear  may  be  put  into  service  at  speeds  exceeding  40  miles 
per  hour  and  without  injury  to  any  of  the  working  parts,  and  that 
they  show  but  little  wear. 

13.  Another  “ freak  ” of  the  exposition  was  the  locomotive 
exhibited  by  the  Mediterranean  Railway  of  Italy.  It  was  a com- 
pound tank  engine,  which,  however,  was  provided  with  a tender  in 
the  shape  of  a cylindrical  tank  for  water,  the  locomotive  itself  carry- 
ing the  coal  (Big.  348).  As  wall  be  seen  from  the  illustration,  there 
is  a large  cab,  which  is  wedge-shaped  to  reduce  the  resistance  of  the 
air,  and  this  engine  running  with  the  slack  behind,  so  that  the  engi- 
neer in  his  cab  is  at  the  head  of  the  train.  The  writer  has  not  been 
able  to  get  a satisfactory  explanation  why  the  makers  thought  it 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900, 


870 


Fig.  348. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  877 


necessary  to  arrange  the  engine  in  such  a manner  that  it  should  run 
with  its  hind  end  foremost,  but  some  of  the  details  of  the  engine 
were  very  good,  and  the  valve  gear  was  quite  original.  However, 
they  did  not  seem  to  have  enough  merit  to  warrant  a full  description. 
Only  the  exterior  view  of  the  engine  is  given. 

14.  Although,  as  stated  earlier  in  this  paper,  the  engines  ex- 
hibited by  the  Baldwin  Works  did  not  seem  to  create  a very  favor- 
able opinion  among  European  engineers,  it  seems  but  simple  jus- 
tice to  the  firm  that  in  a paper  describing  the  locomotive  exhibits  at 
the  Paris  Exhibition,  the  only  American  locomotives  shown  (Figs. 
349  to  355)  should  find  a representation  among  those  illustrated  in 
the  paper.  Notwithstanding  the  many  harsh  things  stated  in  the 
European  technical  papers  about  these  engines,  we  know  the  excel- 
lency of  these  locomotives,  as  proven  by  the  daily  service  of  thou- 
sands of  them  on  our  railways.  We  have  a right  to  assume  that  the 
criticisms  expressed  are  to  a great  extent  due  to  the  successful  com- 
petition of  the  Baldwin  locomotives  on  the  European  market  in  the 
last  few  years.  The  dimensions  and  weights  of  the  locomotives  ex- 
hibited by  the  Baldwin  Locomotive  Works  are  found  in  the  general 
table.  It  is  unnecessary  to  describe  them,  as  they  are  too  familiar 
to  the  members  of  this  Society  to  need  any  description.  Only  in 
minor  details  did  these  locomotives  differ  from  those  made  by  the 
firm  for  American  railways,  the  ones  exhibited  being  made  for 
France  and  Great  Britain. 


878  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


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882  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


Fig.  349. 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  883 


Fig.  350. 


884  LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900. 


Fig.  351. 


- LIBRARY 

UNIVERSITY  OF  'EUNOU 


Transactions  American  Society  of  Mechanical  Engineers,  Vol.  XXII. 


Storm  Bull. 


Tig.  352. 


LIBRARY 

OF  THE 

UNIVERSITY  OF  ILUNOIn 


d 


a . 


■ 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  885 


DISCUSSION. 

Mr.  S.  E.  Freeman. — I would  like  to  ask  Mr.  Bull  to  what 
the  economy  of  the  de  Glehn  engine  is  mostly  due.  Is  it  due  to 
the  valve  gear  employed,  or  to  some  other  specially  designed 
part;  for  instance,  the  cylinders,  valves,  etc.? 

Prof.  Storm  Bull. — They  claim  that  they  get  a better  distri- 
bution by  the  Walschaert  valve  motion,  but  I do  not  suppose 
that  the  economy  is  increased  very  much  by  it.  I think  that 
the  increase  in  economy  which  they  get  is  due  to  the  compound- 
ing, the  same  as  here.  The  compound  used  there  is  not  only 
economical,  but  it  is  also  very  convenient. 

Mr.  Freeman. — I might  put  that  question  in  another  form: 
Does  the  compound  engine  of  this  design,  with  its  Walschaert 
valve  gear,  show  greater  economy  than  a compound  engine  of 
like  design  with  the  usual  type  of  link  gear  ? 

Professor  Bull. — I do  not  know. 

Prof.  IT.  F.  M.  Goss. — I am  glad  to  note  the  emphasis  that 
Professor  Bull  has  given  to  the  de  Glehn  compound  locomotive, 
better  known  in  this  country  perhaps  as  that  of  the  Northern 
Railway  of  France.  I believe  that  type  of  engine  should  com- 
mend itself  to  the  railroad  men  of  this  country.  American  loco- 
motive designers  have  adopted  simplicity  as  a fundamental  plank 
in  their  platform,  and  any  design  which  multiplies  parts  in  loco- 
motives has  been  slow  to  gain  a footing.  No  doubt  we  have 
been  right.  The  question  is  what  degree  of  complication  is 
admissible  in  order  that  a proper  solution  of  a given  problem 
may  be  had.  This  type  of  engine,  as  Professor  Bull  has  ex- 
plained, has  four  complete  engines,  in  the  same  sense  that  our 
simple  American  locomotives  have  two  complete  engines.  There 
are  two  outside  cylinders  and  two  inside  cylinders.  The  two 
inside  cylinders  connect  with  a crank  axle  in  the  front,  and  the 
two  outside  cylinders  connect  with  pins  in  the  wheels  of  the 
second  or  rear  axle.  There  is  a great  subdivision  of  power,  and 
there  are  many  advantages  which  result  from  this  fact — advan- 
tages which,  if  they  could  gain  them,  American  engineers  would 
appreciate.  For  example,  the  reciprocating  parts  of  the  French 
engine  are  perfectly  balanced,  the  cranks  of  the  two  systems  of 
engines  being  placed  opposite  each  other.  This  is  a result  which, 
while  much  desired,  can  never  be  attained  under  the  common 
practice  of  this  country.  Again,  the  arrangement  permits  a dis- 


886  LOCOMOTIVE  EXHIBITS  AT  THE  PAEIS  EXHIBITION  OF  1900. 

tribution  of  power  throughout  a greater  length  of  frame,  and 
this  is  something  the  advantage  of  which  American  designers 
will  appreciate.  With  the  enormously  large  cylinders  and  the 
high  steam  pressures  now  common  in  American  locomotive  prac- 
tice, the  strains  introduced  are  enormous,  and  frames  must  be 
extremely  heavy  or  the  engine  will  prove  structurally  weak. 
The  desirability  of  subdividing  power  is  further  shown  in  the 
difficulty  which  is  now  being  encountered  in  keeping  the  crank 
pins  and  axles  cool  on  the  modem  large  engines.  Crank  pins  of 
to-day  are  often  as  large  as  axles  were  a few  years  ago,  but  still 
they  give  trouble  by  heating.  By  the  adoption  of  the  French 
design  there  would  be  four  cranks,  four  connecting  rods,  and 
four  crossheads  instead  of  two.  The  size  of  all  the  parts  would 
be  diminished,  and,  as  a consequence,  their  design  could  be  bet- 
ter suited  to  the  work  to  be  performed.  The  objection  to  the 
larger  number  of  parts  is  in  the  assumed  greater  chance  of  de- 
rangement and  increased  cost  of  repairs.  This  assumption  is, 
however,  one  that  is  not  well  made.  The  chance  of  derange- 
ment where  a few  parts  are  involved  which  are  necessarily 
poorly  designed  and  overworked  is  greater  than  when  double 
the  number  of  parts  better  suited  to  the  service  to  be  rendered 
are  involved.  I venture  to  say  that  if  two  17-inch  by  24-incli 
engines  were  put  at  the  head  of  a train  and  treated  as  one  engine, 
neither  failures  nor  cost  of  repairs  to  machinery  would  be  greater 
than  when  the  same  work  is  done  by  a modern  20-inch  by 
26-inch  engine.  This  statement  concerns  failure  and  repairs 
to  machinery  alone.  If  it  is  true,  the  objection  to  increased 
number  of  parts  in  the  French  engine  cannot  be  seriously 
urged. 

Again,  there  is  the  question  of  room  along  the  right  of  way. 
There  are  simple  engines  now  running  whose  cylinders  clear 
obstructions  along  the  right  of  way  by  less  than  an  inch.  Two- 
cylinder  compounds  could  not  be  substituted  for  these.  The 
adoption  of  the  compound  system,  therefore,  which  is  desirable 
and  which  is  bound  to  come,  will  necessitate  the  use  of  some 
type  of  four-cylinder  compound ; and  if  we  are  to  accept  a four- 
cylinder  engine,  I submit  that  the  compound  of  the  Northern 
Bail  way  of  France  is  worthy  of  our  attention.  In  saying  this 
I do  not  forget  or  undervalue  other  excellent  types  of  four- 
cylinder  compounds. 

Mr.  Reed. — I have  been  very  much  interested  in  the  reading 


LOCOMOTIVE  EXHIBITS  AT  THE  PARIS  EXHIBITION  OF  1900.  887 


of  this  paper,  because  it  calls  attention  to  some  peculiar  types  of 
engines  which  are  striking  from  many  standpoints. 

Fig.  347  shows  an  engine  which  was  especially  noticeable 
on  account  of  the  many  complications  which  were  embodied 
in  its  design.  There  is  one  point  to  which  the  limits  of  the 
paper  did  not  permit  of  reference,  and  yet  one  which  may  be  of 
general  interest.  A connecting  rod  from  the  rear  wheel  ran 
mysteriously  into  a box  just  under  the  cab,  and  there  it  was 
connected  with  a weight  sliding  in  proper  guides.  This  addi- 
tional and  heavy  weight  moved  backward  and  forward  with  each 
revolution  of  the  drivers,  for  the  sole  purpose  of  counterbalanc- 
ing the  reciprocating  parts  of  the  engine;  showing  to  what 
extent  complicated  mechanism  is  sometimes  introduced,  when  in 
practice  a more  simple  and  nearly  as  effective  device  will  accom- 
plish the  result. 

Professor  Bull* — In  reference  to  the  last  observation  I might 
say  that  there  are  necessarily  a great  many  important  things 
which  I might  have  stated  in  the  paper,  but  which  I did  not 
include,  either  because  I overlooked  them  or  because  I did  not 
want  to  make  the  paper  too  long. 

In  closing  the  discussion  I may,  perhaps,  be  permitted  to  say 
that  the  object  of  this  paper  was  to  place  on  record — in  the 
Transactions  of  the  Society — the  state  of  the  art  of  locomotive 
construction  at  the  end  of  the  nineteenth  century,  and  as  revealed 
at  the  Paris  Exhibition.  As  a consequence  it  was  deemed  neces- 
sary to  introduce  a large  number  of  illustrations,  and  as  the 
details  were  shown  so  plainly  on  most  of  these,  but  brief  expla- 
nations were  included  in  order  to  prevent  the  paper  from  becom- 
ing too  voluminous.  Because  of  this  fact  the  reading  matter 
may  seem  rather  meagre,  but  this  apparent  shortcoming  is  ex- 
plained by  what  is  stated  above. 


* Author’s  closure,  under  the  Rules. 


UNIVERSITY  OF  ILLIN0I8 


URBANA 


